DE112013001859B4 - Gear shift control device for a vehicle - Google Patents

Abstract

A gear shift control apparatus for a vehicle, comprising a speed change unit (30) including two input shafts (31, 32) to which power is transmitted from an internal combustion engine (10) mounted as a power source on the vehicle, each input shaft (31, 32) is provided with a clutch (21, 22) which permits or interrupts power transmission from the internal combustion engine (10) to the input shaft (31, 32), secondary shafts (33, 34) parallel to the input shafts (31, 32 ), gears (40, 41, 42, 43, 44, 45, 46, 47) disposed on the two input shafts (31, 32) and the secondary shafts (33, 34) to provide more than one gear position , and more than one switching unit (54, 55, 56) for changing the engagement between the gears (40, 41, 42, 43, 44, 45, 46, 47), wherein the speed change units (30) are formed, switching to an optimal gear position g by upshifting or downshifting from one gear position to the next, step by step, by activating the shifting units (54, 55, 56) so that power from the internal combustion engine (10) from an output shaft (35) at a desired speed-torque ratio provided; a gear shift control unit (80) which controls the clutches (21, 22) belonging to the respective input shafts (31, 32) and the shift units (54, 55, 56), ...

Description

[Technical area]

The present invention relates to a gear shift control apparatus for a vehicle, in particular, a gear shift control is performed when the vehicle is decelerated on an increase and then accelerated again.

[State of the art]

In the field of vehicle transmissions mechanical automatic transmissions are known, which are designed such that actuators perform gear operations (gear selection and switching) and clutch operations, rather than that a driver performs this manually, as in manual transmissions, and thereby perform an automatic gearshift. As a type of these mechanical automatic transmissions, there is known a dual-clutch automatic transmission having two clutches for transmitting torque to gears and performing gear shifts such that drive torque is alternately guided to gears belonging to different groups.

In dual-clutch automatic transmissions, to reduce drive torque variations associated with clutch operations for gear shifts and to reduce the gear shift time, a process called "pre-shift" is performed. Specifically, the gear to be selected next is determined and preselected from one vehicle running state and another while its associated clutch is disengaged or stand-by, and then the gear shift is performed by engaging the standby clutch and releasing the other clutch.

As exemplified by Patent Document 1, a dual-clutch automatic transmission for a hybrid vehicle is known, which has an internal combustion engine and an electric motor as power sources, comprising first and second transmission units each having an input shaft, wherein the input shaft of the first transmission unit with a rotor of the electric motor is engaged, wherein a smooth gearshift is performed by the rotational speed of the input shaft of the first gear unit is brought by the electric motor to a desired level, which matches the vehicle speed and a next to be selected gear, while no gear selected in the first gear unit is, whereby a gear skipping circuit in the first transmission unit is made possible, wherein the clutch belonging to the first gear unit is kept engaged.

[List of references]

[Patent Literature]

• [Patent Literature 1] Japanese Patent Application Laid-Open (Kokai) No. 2,010 to 36,781

Summary of the Invention

[Problem to be Solved by the Invention]

There are dual-clutch automatic transmissions configured such that a number of gears share gear ratios and timing mechanisms and thereby are designed to perform a step-by-step gear shift, namely, a sequential downshift or upshift from one gear to another next.

When a vehicle traveling at a high speed on a hill is decelerated and then accelerated again, in such dual-clutch automatic transmissions, shifting from a high-speed gear to a low-speed gear suitable for re-acceleration is required, but since the gears share the gears and synchronization mechanisms , it is necessary that such a downshift be performed step by step.

In this situation, such a step-by-step gearshift is not disadvantageous since it takes a lot of time to perform the desired gearshift and, consequently, to perform the desired re-acceleration, possibly resulting in an undesirable decrease in vehicle speed or in a worse case a backward movement of the vehicle due to the increase.

In order to quickly perform the gear shift, it is conceivable to apply the technique disclosed in Patent Document 1, which allows gear shifting with the clutch held engaged. However, it is difficult to apply this technique to the dual-clutch automatic transmission with the intention of performing a downshifting and an upshifting in a step-by-step manner, since this type of dual-clutch automatic transmission is designed so that the gears become gears and Sharing synchronization mechanisms.

The present invention is for solving the above problem. An object of the present invention is to provide a gear shift control apparatus for a vehicle which can prevent a backward movement of the vehicle when it is decelerated on an ascent and then accelerated again.

The DE 102 35 256 A1 discloses a transmission with at least one clutch and with elements for shifting forward gears and at least one reverse gear, which realize different ratios, with powershifting and uninterrupted circuits being possible.

Of the DE 10 2009 021 795 A1 is a method for switching back an automated step transmission in a drive train of a motor vehicle, in particular a double clutch transmission, as known, wherein the drive train has a drive motor and a friction clutch whose input member is connected to the drive motor and the output member connected to an input of the stepped transmission. The input of the stepped transmission has an input speed, wherein the output of the stepped transmission has an output speed. The method includes the following steps during a coast down event wherein the output speed decreases: in a first one of the steps, a target gear ratio is selected at which the input speed will have a target speed. In a second step of the method, the friction clutch is briefly actuated to approximate the input speed to a target speed. In a third step of the method, a clutch associated with the target gear ratios is actuated to engage the target gear ratio.

The JP 2009-286 247 A discloses a control device for a hybrid vehicle comprising an internal combustion engine and an electric machine, wherein the control device realizes three or more gear stages by switching between a coupled state and an uncoupled state of two or more coupling elements.

Finally, the reveals DE 10 2006 032 853 A1 a method for speed change control in motor vehicles with an electronic transmission control unit and with an electronic brake control unit, wherein the brake control unit of the transmission control unit, depending on predetermined conditions, a command for gear change control passes.

[Arrangement for Solving the Problem]

To achieve the above-mentioned object, a gearshift control apparatus for a vehicle recited in claim 1 comprises a speed change unit including two input shafts to which power is transmitted from an internal combustion engine attached as a power source to the vehicle, each input shaft having a clutch which allows power transmission from the internal combustion engine to the input shaft or interrupts secondary shafts arranged in parallel with the input shafts, gears arranged on the two input shafts and the secondary shafts to provide more than one gear position, and more than one Shift unit for changing the engagement between the gears, wherein the speed change unit is configured to perform shifting to an optimal gear position by shifting up or down from one gear position to the next, step by step, by activating the switching unit to provide power from the internal combustion engine from an output shaft at a desired speed-torque ratio; a gearshift control unit which controls the clutches associated with the respective input shafts and the shifting units; a road surface detection unit that detects a state of a road surface on which the vehicle is traveling; and a driving state detection unit that detects a driving state of the vehicle, wherein, when it is determined that the vehicle is being decelerated and then accelerated again, from information from the road surface detection unit and the driving state detection unit, the gear shift control unit performs an up-shift control to a state to provide in which no gear position is selected, and then to perform a shift to a gear position, which is suitable for re-acceleration.

Claim 2 sets forth a gearshift control device for a vehicle of the kind recited in claim 1, wherein the gear positions include a first gear position selected by activating only a first one of the gearshift units and a second gear position sequentially connecting to said first gear position and which is selected by activating more than one of the switching units including said first switching unit, and if it is determined that said second gear position is suitable for re-acceleration, the gear shift control unit performs a transmission protection control to switch first to said first gear position and then to switch to the aforementioned second gear position.

Claim 3 provides a gearshift control device for a vehicle of the kind recited in claim 1 or 2, wherein the vehicle is a hybrid vehicle having an electric motor attached as a power source to a first of the two input shafts and configured to output power from at least one of the internal combustion engine and the electric motor is transmitted to the output shaft via the speed change unit, and wherein the gear positions are grouped into a first group of gear positions each of which is provided together with said first input shaft and therefore transmits power from the electric motor to the output shaft, and a second group of gear positions, each of which is provided together with the other input shaft and does not transmit power from the electric motor to the output shaft; Gear shift control apparatus further comprises an electric motor control unit which controls the operation of the electric motor, and, after shifting to a gear position belonging to the first group, the electric motor control unit drives the electric motor to generate torque.

[Effects of the Invention]

The gear shift control apparatus for a vehicle recited in claim 1, comprising a speed change unit provided to perform a step-by-step shift between gear positions, is configured such that when the on-hill vehicle is decelerated and then accelerated again that it establishes a state in which no gear position is selected, and then performs shifting to a gear position suitable for re-acceleration.

This prevents the need to perform a sequential step-by-step downshifting to a gear position suitable for re-acceleration when, for example, the vehicle is traveling at a high speed on an ascent and thus decelerating at a selected high-speed gear position and then is accelerated again.

Thus, the gearshift control device enables quick shifting to a gear position suitable for re-acceleration, thereby preventing the vehicle from moving backward when decelerating on an ascent and then accelerating again.

In the invention recited in claim 2, the gear positions include a first gear position which is selected by activating only a first one of the shifting units and a second gear position which sequentially connects to said first gear position and which is set up by activating more than one of Shift units including said first shift unit, and when it is determined that said second gear position is suitable for re-acceleration, the gearshift control unit first performs a shift to said first gear position and then a shift to said second gear position.

Shifting first to said first gear position and then shifting to said second gear position inhibits, for example, the shift units activated to select said second gear position simultaneously from torque transmitted to the speed change unit by the tires and an inertia moment from said first one Gearing secondary shaft or provided for the said second gear position forming input shaft coupling, each rotated due to inertia, are exposed. This protects the switching units from damage.

The invention recited in claim 3 which is applied to a hybrid vehicle having an electric motor attached as a power source to a first of the two input shafts and wherein the gear positions are grouped into a first group of gear positions, each of which together with the first As a result, an input shaft is provided and accordingly, power is transmitted from the electric motor to the output shaft, and a second group of gear positions, each of which is provided together with the other input shaft and does not transmit power from the electric motor to the output shaft, further comprises an electric motor control unit incorporating the Operation of the electric motor controls, and after switching to a gear position belonging to the first group, the electric motor control unit controls the electric motor to generate torque. The power generated by the electric motor and provided by the output shaft, after switching to the gear position belonging to the first group, prevents the vehicle from moving backward.

[Brief description of the figures]

1 FIG. 15 is a diagram schematically showing the configuration of a gearshift control device for a vehicle according to the present invention. FIG.

2 FIG. 12 is a diagram showing a drive power transmission path formed when a transmission constituting the gearshift control device for the vehicle according to the present invention is in a first gear. FIG.

3 FIG. 12 is a diagram showing a drive power transmission path formed when the transmission constituting the gearshift control device for the vehicle according to the present invention is in a second gear. FIG.

4 FIG. 12 is a diagram showing a drive power transmission path formed when the transmission constituting the gearshift control device for the vehicle according to the present invention is in a third gear. FIG.

5 FIG. 12 is a diagram showing a drive power transmission path formed when the transmission constituting the gear shift control apparatus for the vehicle according to the present invention is in a fourth gear. FIG.

6 FIG. 15 is a diagram showing a drive power transmission path formed when the transmission constituting the gearshift control device for the vehicle according to the present invention is in a fifth gear. FIG.

7 FIG. 15 is a diagram showing a drive power transmission path formed when the transmission constituting the gear shift control apparatus for the vehicle according to the present invention is in a sixth gear. FIG.

8th FIG. 15 is a diagram showing a drive power transmission path formed when the transmission constituting the gear shift control apparatus for the vehicle according to the present invention is in a reverse gear.

9 FIG. 13 is a diagram showing clutches and synchronization mechanisms in which operating conditions when the transmission constituting the gear shift control apparatus for the vehicle according to the present invention is in the respective gears. FIG.

10 FIG. 10 is a flowchart showing an uphill deceleration determination performed by a vehicle ECU constituting the gear shift control apparatus for the vehicle according to the present invention. FIG.

11 FIG. 10 is a flowchart showing a hill-through delay enforced gear reset control performed by the vehicle ECU constituting the gear shift control apparatus for the vehicle according to the present invention.

12 FIG. 10 is a flowchart showing a low-speed-run forced by up-hill deceleration performed by the vehicle ECU constituting the speed-change control apparatus for the vehicle according to the present invention.

[Mode for Carrying Out the Invention]

Now, an embodiment of the present invention will be described with reference to the accompanying drawings.

1 FIG. 15 is a diagram schematically showing the configuration of an embodiment of a gear shift control apparatus for a vehicle according to the present invention. "F" and "R" respectively show in the figure the direction in which synchronization mechanisms move. 2 to 8th show a drive power transmission path that arises when the transmission is in first to sixth and reverse gears. The drive power transmission path is illustrated in the figures by bold bold lines. 9 shows the operating states of clutches and synchronization mechanisms. "D" and "E" indicate in the figures that the clutch is disengaged and that the clutch is engaged. "KA" denotes an inner clutch, "KB" an outer clutch, "A" a first synchronization mechanism, "B" a second synchronization mechanism, and "C" a third synchronization mechanism. "N" denotes a neutral position, "F" denotes the movement of the synchronization mechanism in the direction "F" in FIG 1 and "R" the movement of the synchronization mechanism in the direction "R" in FIG 1 , Next, the configuration of the gear shift control apparatus for the vehicle will be described.

As in 1 12, the gear shift control apparatus for the vehicle installed in a vehicle, not shown, may be divided into the following components: an engine (internal combustion engine) 10 , a coupling unit 20 , a motor (electric motor) 25 , a mechanical automatic transmission (hereinafter simply referred to as "transmission") (speed change unit) 30 an electronic engine control unit (referred to as "engine ECU") 70 an electronic engine control unit (referred to as "engine ECU") (electric motor control unit) 90 and an electronic vehicle control unit (referred to as "vehicle ECU") (gear shift control unit) 80 , These components are electrically connected together.

The vehicle with this built-in gear shift control device is configured such that the engine 10 , a driving power source, by means of the coupling unit 20 with the gearbox 30 is connected so that the vehicle runs with power coming from the engine 10 via the coupling unit 20 and the gearbox 30 not shown left and right drive wheels, is transmitted. The configuration that the power of the engine 10 via the coupling unit 20 and the gearbox 30 is transmitted to the drive wheels, allows the vehicle to run, wherein the drive wheels with one of the selected gear of the transmission 30 dependent speed-torque ratio to be driven. The motor 25 is on an outer input shaft 31 of the transmission 30 appropriate. Thus, power is from the engine 25 over the transmission 30 transmitted to the drive wheels. The vehicle is accordingly designed as a hybrid vehicle, which with power from the engine 10 and the engine 25 can drive.

The motor 10 generates power depending on how far the driver depresses an unillustrated accelerator pedal. The power is from an output shaft 11 transfer. The motor 10 is equipped with a crank angle sensor, not shown, to the speed of the engine 10 capture.

As in 1 can be seen, includes the coupling unit 20 an external clutch (clutch) 21 and an inner clutch (clutch) 22 , The entrance of the coupling unit 20 serves as both the input of the outer clutch 21 as well as the input of the inner clutch 22 , The outer and inner couplings 21 . 22 be independent by means of clutch actuators 23 . 24 engaged and disengaged, which wet multi-plate clutches 21a . 22b , which respectively form the outer and inner clutches, actuate. When one of the clutches is engaged, power is taken from the engine 10 transmitted to the output of the coupling.

The motor 25 is on the outer input shaft 31 of the transmission 30 appropriate. Depending on the operating condition of the vehicle, the engine generates 25 Power to drive the drive wheels, or performs regenerative braking by absorbing power from the drive wheels. The motor 25 is through the engine-ECU 90 driven.

The gear 30 includes an external input shaft (input shaft) 31 which is coaxial with the coupling unit 20 is arranged, an inner input shaft (input shaft) 32 which rotatably in the outer input shaft 31 is arranged, an outer countershaft (secondary shaft) 33 , which are parallel to the outer input shaft 31 is arranged at a distance to this, an inner countershaft (secondary shaft) 34 which rotates within the outer countershaft 33 is arranged, a return wave (secondary shaft) 48 , which are parallel to the outer input shaft 31 is arranged at a distance to this and an output shaft (output shaft) 35 which is coaxial with the outer input shaft 31 is arranged.

About the outer coupling 21 gets power from the output shaft 11 of the motor 10 to the outer input shaft 31 transmitted and to the inner input shaft 32 gets power from the output shaft 11 over the inner clutch 22 transfer. The outer input shaft 31 is rotatable by a bearing 36 , the inner countershaft 34 through bearings 37 . 38 and the output shaft 35 through a warehouse 39 stored. At the outer input shaft 31 is an external clutch drive gear (gear) 40 fixed and on the inner input shaft 32 is an inner clutch drive gear (gear) 41 fixed.

At the outer countershaft 33 are an internal clutch driven gear (gear) 42 and a third-speed drive gear (gear) 43 fixed. At the inner countershaft 34 is an external clutch driven gear (gear) 44 , a reverse drive gear (gear) 45 , and a first / second-speed drive gear (gear) 46 fixed and a fourth-speed drive gear (gear) 47 is attached to rotate relative to the inner countershaft. At the outer countershaft 33 is also a second synchronization mechanism (switching unit) 54 along the axis of the outer countershaft 33 slidable to the third-speed drive gear 43 or the fourth-speed drive gear 47 with the inner countershaft 34 connect to.

On the return shaft 48 is a reverse intermediate gear (gear) 49 fixed.

On the output shaft ("output shaft" in the claims) 35 are a third-gear output gear (gear) 50 , a reverse driven gear (gear) 51 and a first / second-speed driven gear (gear) 52 mounted to rotate relative to the output shaft and it is a fourth-gear driven gear (gear) 53 fixed. On the output shaft 35 are also a first synchronization mechanism (switching unit) 55 along the axis of the output shaft 35 slidable to the inner clutch drive gear 41 or the third-speed output gear 50 with the output shaft 35 to connect and a third synchronization mechanism (switching unit) 56 is along the axis of the output shaft 35 slidable to the reverse driven gear 51 or the first / second-speed output gear 52 with the output shaft 35 connect to.

The external clutch drive gear 40 and the external clutch output gear 44 are in constant mesh with each other, the inner clutch drive gear 41 and the inner clutch driven gear 42 are in constant engagement with each other, the third-speed drive gear 43 and the third-speed output gear 50 are in constant mesh with each other, the reverse drive gear 45 and the reverse idler gear 49 are in constant mesh with each other, the reverse idler gear 49 and the reverse driven gear 51 are in constant engagement with each other, the first / second-speed drive gear 46 and the first / second-speed output gear 52 are in constant mesh with each other, and the fourth-speed drive gear 47 and the fourth-speed output gear 53 are in constant contact with each other.

The second synchronization mechanism 54 is through a through the vehicle ECU 80 controlled gearshift actuator 57 actuated. The first synchronization mechanism 55 is through a through the vehicle ECU 80 controlled gearshift actuator 58 actuated. The third synchronization mechanism 56 is through a through the vehicle ECU 80 controlled gearshift actuator 59 actuated.

The gear shift actuators 57 . 58 . 59 have the function, the engagement between the gears from the operating states of their associated synchronization mechanisms, that is the second, the first and the third synchronization mechanisms 54 . 55 . 56 capture.

The gear 30 is with a first speed sensor 60 to the speed of the outer input shaft 31 to detect a second speed sensor 61 to the speed of the inner input shaft 32 to capture and a speed sensor 62 to the vehicle speed from the speed of the output shaft 35 to detect, equipped. The gear 30 is still with a temperature sensor 63 equipped to the temperature of a lubricant of the transmission 30 to detect.

The engine-ECU 70 is a controller that performs general control of the motor, and includes an input / output device, data memories (including ROM, RAM and non-volatile RAM), a central processing unit (CPU), and others.

At the entrance of the engine-ECU 70 are sensors, not shown, including a crank angle sensor, an air flow sensor, and an accelerator position sensor for detecting how much the accelerator pedal by the driver of the vehicle is connected to the engine 10 is actuated, electrically connected, in addition to the vehicle ECU 80 so that information and others from these sensors are fed into the engine ECU.

To the output of the engine-ECU 70 are devices, including a fuel injection valve, which is not shown here, in addition to the vehicle ECU 80 electrically connected.

The engine-ECU 70 controls the operation of the engine 10 in response to information from the sensors and vehicle information from the vehicle ECU 80 ,

The engine-ECU (electric motor control unit) 90 initiates the engine 25 For operation as a motor under driving control or causes the motor to operate as a generator under regenerative control. Under the driving control, the engine generates 25 one from the vehicle ECU 80 certain torque, leaving the vehicle in one of the vehicle ECU 80 driving certain mode.

The vehicle ECU 80 That is, a controller that performs general control of the vehicle and an input / output device, memory (including ROM, RAM, and nonvolatile RAM) includes a central processing unit (CPU) and others similar to the engine ECU 70 ,

To the entrance of the vehicle ECU 80 are sensors, including the gear shift actuators 57 . 58 . 59 , the first speed sensor 60 , the second speed sensor 61 , the vehicle speed sensor 62 , the temperature sensor 63 , the brake pressure sensor 64 for detecting brake pressure or the pressure of hydraulic oil in a brake system, which is not shown, a tilt sensor 64 for detecting the inclination of the vehicle, and thus a road surface and a vehicle load sensor 66 for detecting the load on the vehicle, including the weight of charge on the vehicle, electrically connected in addition to the engine-ECU 70 and the engine-ECU 90 so that information and other of these sensors in the vehicle ECU 80 be fed.

To the output of the vehicle ECU 80 are devices including the actuators 23 . 24 and the gearshift actuators 57 . 58 . 59 electrically connected, in addition to the engine-ECU 70 and the engine-ECU 90 ,

Depending on information from the sensors and vehicle information from the engine-ECU 70 and the engine-ECU 90 controls the vehicle ECU 80 the outer and inner couplings 21 . 22 and activates the second, first and third synchronization mechanisms 54 . 55 and 56 to change the engagement between the gears and shafts while keeping the gearbox 30 to shift to a gear selected from the first to sixth forward gears and the reverse gear. With coupled external coupling 21 For example, the vehicle may be transmitting power transmitted from the engine through an even gear 10 are driven. With engaged inner clutch 22 can the vehicle of an odd-numbered gear or the reverse gear of transmitted power from the engine 10 are driven. The vehicle ECU 80 can also make the vehicle with power from the engine 25 to drive by a gear mesh is made, which the outer input shaft 31 with the output shaft 35 by activating the second, first and third synchronization mechanisms 54 . 55 . 56 combines. The vehicle ECU 80 may further perform a process called "pre-shift" while the outer or inner clutch 21 or 22 is engaged, pre-select a gear which follows in a gear sequence to a used gear and belongs to the disengaged clutch, and then perform the gear shift by the outer and inner clutches 21 . 22 be operated.

In particular, the transmission is switched to the first one ("second gear position selected by activating more than one of the shifting units" in the claims) as in 2 shown by the outer coupling 21 disengaged, the inner clutch 22 engaged, the first synchronization mechanism 55 placed in a neutral (N) position, the second synchronization mechanism moves forward (F), and thus the outer countershaft 33 and the inner countershaft 34 connected to each other, the third synchronization mechanism 56 is moved backward (R) and thereby the output shaft 35 and the first / second-speed output gear 52 be connected with each other, as in 9 shown. As a result, power is taken from the engine 10 to the inner input shaft ("the other input shaft" in the claims) 32 to the inner clutch drive gear 41 , the inner clutch output gear 42 , the outer countershaft 33 , the second synchronization mechanism 54 , the inner countershaft 34 , the first / second-speed drive gear 46 , the first / second-speed output gear 52 , the third synchronization mechanism 56 and the output shaft 35 transmitted serially and from the output shaft 35 fed as drive power, which causes the drive wheels to rotate forward. Accordingly, first gear is selected by using both the second and third synchronization mechanisms 54 . 56 to be activated.

The transmission is switched to the second gear ("first gear position, which is selected by activating only a first one of the shifting units" in the claims) as in 3 shown by the inner clutch 22 disengaged, the outer clutch 21 engaged, the first and the second synchronization mechanisms 55 . 54 in the neutral (N) position and the third synchronization mechanism ("first switching unit" in the claims) is moved backward (R), whereby the output shaft 35 and the first / second-speed output gear 52 be connected with each other, as in 9 shown. As a result, power will be from the engine 10 to the outer input shaft ("first input shaft" in the claims) 31 , the outside clutch drive gear 40 , the external clutch output gear 44 , the inner countershaft 34 , the first / second-speed drive gear 46 , the first / second-speed output gear 52 , the third synchronization mechanism 56 and the output shaft 35 transmitted serially and from the output shaft 35 fed as drive power, which causes the drive wheels to rotate forward. Accordingly, therefore, the second gear is selected by only the third synchronization mechanism 56 is activated. If the first synchronization mechanism 55 is moved backward (R) in advance, then an upshift into the third gear becomes solely by operation of the inner and outer clutches 22 . 21 accomplished.

The transmission is switched to third gear, as in 4 shown by the outer coupling 21 disengaged, the inner clutch 22 engaged, the second and the third synchronization mechanism 54 . 56 in neutral (N) position and the first synchronization mechanism 55 backward (R) is moved, causing the output shaft 35 and the third-speed output gear 50 be connected with each other, as in 9 shown. As a result, power will be from the engine 10 to the inner input shaft 32 , the inside clutch drive gear 41 , the inner clutch output gear 42 , the outer countershaft 33 , the third-gear-drive gear 43 , the third-gear-driven gear 50 , the first synchronization mechanism 55 and the output shaft 35 transmitted serially, and as drive power from the output shaft 35 fed in, thereby causing the drive wheels to spin forward. Accordingly, the third gear is selected by only the first synchronization mechanism 55 is activated. If the second synchronization mechanism 54 is moved backward (R) in advance, an upshift into fourth gear is made by operating the inner and outer clutches alone 22 . 21 accomplished.

As in 5 As shown, the transmission is shifted to fourth gear by the inner clutch 22 disengaged, the outer clutch 21 engaged, the first and the third synchronization mechanisms 55 . 56 switched to neutral (N) position and the second synchronization mechanism 54 backward (R) is moved, causing the output shaft 35 and the fourth-speed drive gear 47 over the fourth-gear output gear 53 be connected as in 9 shown. As a result, power will be from the engine 10 to the outside input shaft 31 , the outside clutch drive gear 40 , the external clutch output gear 44 , the inner countershaft 34 , the second synchronization mechanism 54 , the fourth-speed drive gear 47 , the fourth-speed output gear 53 and the output shaft 35 transmitted serially and from the output shaft 35 fed as drive power, which causes the drive wheels to rotate forward. Accordingly, the fourth gear becomes alone by activating the second synchronization mechanism 54 selected. When the first synchronization mechanism 55 advancing forward (F), an upshift to fifth gear becomes exclusive by operation of the inner and outer clutches 22 . 21 accomplished.

The transmission is switched to fifth gear, as in 6 is shown by the outer coupling 21 disengaged, the inner clutch 22 engaged, the second and third synchronization mechanisms 54 . 56 in neutral (N) position and the first synchronization mechanism 55 forward (F) is moved, causing the output shaft 35 and the inner input shaft 32 be connected with each other, as in 9 is shown. As a result, power will be from the engine 10 to the inner input shaft 32 , the internal synchronization mechanism 55 , and the output shaft 35 transmitted serially and from the output shaft 35 fed as drive power, which causes the drive wheels to rotate forward. Accordingly, the fifth gear is selected by only the first synchronization mechanism 55 is activated. If the second synchronization mechanism 54 Forward (F) is moved, so is an upshift into the sixth gear alone by operating the inner and the outer clutches 22 . 21 accomplished.

The transmission is switched to the sixth gear, as in 7 shown by the inner clutch 22 disengaged, the outer clutch 21 engaged, the third synchronization mechanism 56 in neutral (N) position, the first synchronization mechanism 55 forward (F) is moved, causing the outer countershaft 33 and the inner countershaft 34 connected to each other and the second synchronization mechanism 54 is moved forward, causing the output shaft 35 and the inner clutch drive gear 41 be connected to each other. As a result, power will be from the engine 10 to the outer input shaft 31 , the outside clutch drive gear 40 , the external clutch output gear 44 , the inner countershaft 34 , the second synchronization mechanism 54 , the outer countershaft 33 , the inner clutch output gear 42 , the inside clutch drive gear 41 , the first synchronization mechanism 55 and the output shaft 35 transmitted serially and from the output shaft 35 fed as drive power, which causes the drive wheels to rotate forward. Accordingly, the sixth gear is selected by using both the first and second synchronization mechanisms 55 . 54 to be activated.

The transmission is switched to reverse, as in 8th shown by the outer coupling 21 disengaged, the inner clutch 22 engaged, the first synchronization mechanism 55 is switched to neutral (N) position, and the second and third synchronization mechanism 54 . 56 forward (F) is moved, causing the output shaft 35 and the reverse driven gear 51 be connected to each other. As a result, power will be from the engine 10 to the inner input shaft 32 , the inside clutch drive gear 41 , the inner clutch output gear 42 , the outer countershaft 33 , the second synchronization mechanism 54 , the inner countershaft 34 , the reverse drive gear 45 , the reverse intermediate gear 49 , the reverse driven gear 51 , the third synchronization mechanism 56 and the output shaft 35 transmitted serially and from the output shaft 35 fed as drive power, which causes the drive wheels to rotate backwards. Accordingly, the reverse gear is selected by using both the second and third synchronization mechanisms 54 . 56 to be activated.

These gears are grouped into a first gear group, consisting of even gears (second, fourth and sixth gear), which power from the engine 25 to the output shaft 35 can transfer and into a second gear group, consisting of odd-numbered gears (first, third and fifth gear), which no power from the engine 25 transmitted to the output shaft.

In the present embodiment, the engine is 25 on the outer input shaft 31 , the outer clutch 21 connected downstream, attached. If a drive torque request from the driver only by the engine 25 produced drive torque can be satisfied and transmitted through an even gear, so accordingly, the outer clutch 21 be disengaged.

In the transmission 30 , which is switched in the manner described above, the sixth, fourth and first gears share the second synchronization mechanism 54 and the sixth and third gears share the first synchronization mechanism 55 , Accordingly, the vehicle ECU accomplishes 80 at normal deceleration, for example, shifting from sixth to first gear by stepping back from one gear to the next or by switching back from the sixth to the fifth, then to the second and then to the first gear.

The vehicle ECU 80 performs an uphill deceleration determination, namely, detects the running state of the vehicle and determines whether the vehicle is being decelerated on an ascent. If it is determined that the vehicle is being decelerated on an ascent, the vehicle ECU activates 80 the first, second and third synchronization mechanisms 55 . 54 . 56 to take the neutral (N) position to establish a state in which no gear is selected. Then the vehicle ECU leads 80 an upshift delay enforced gear reset control to shift to a gear which is suitable for re-acceleration (to be selected driving gear) by the first, second and third synchronization mechanisms 55 . 54 . 56 ("Upshift gearshift control" in the claims) are activated. For example, in the uphill deceleration forced gear reset control, when the selected gear is the first gear (second gear position), the vehicle ECU leads 80 an uphill deceleration enforced low-gear-drive control ("transmission protection control" in the claims) to switch first to second gear (first gear position) and then the engine 25 to drive to produce power and then switch to the first gear (second gear position).

Hereinafter, the uphill deceleration determination, the uphill deceleration enforced gear resetting control and the uphill deceleration enforced low-gear driving control performed by the vehicle ECU 80 of the gear shift control apparatus for the vehicle configured as described above according to the present invention.

10 FIG. 10 is a flowchart illustrating the uphill deceleration determination performed by the vehicle ECU 80 is performed, shows 11 FIG. 10 is a flowchart illustrating the upshift delay enforced gear reset control performed by the vehicle ECU 80 is performed, shows, and 12 FIG. 10 is a flowchart illustrating the uphill deceleration enforced low-speed driving control performed by the vehicle ECU 80 is performed shows.

First, the uphill deceleration determination will be described.

As in 10 is shown, at step S110, it is determined whether an accelerator pedal is "OFF". In particular, it is determined whether an accelerator pedal depression determined by the accelerator pedal position sensor is 0. If the result of the determination is "Yes", namely, if it is determined that the accelerator pedal depression detected by the accelerator pedal position sensor is 0, or in other words the accelerator pedal is "OFF", the control flow goes to step S112. If the result of the determination is "No", namely, if it is determined that the accelerator pedal is not "OFF", the control flow goes to step S130.

At step S112, it is determined whether the vehicle speed is lower than a predetermined value. In particular, it is determined whether the vehicle speed caused by the speed sensor 62 is detected, is lower than a predetermined value. If the result of the determination is "Yes", namely, if it is determined that the vehicle speed is lower than the predetermined value, the control flow goes to step S114. If the result of the determination is "No", namely, if it is determined that the vehicle speed is greater than or equal to the predetermined value, the control flow goes to step S130.

At step S114, it is determined whether the brake pressure is greater than a predetermined value. In other words, it is determined whether the vehicle is being decelerated by the driver depressing the brake pedal. In particular, it is determined whether the brake pressure, which by means of the brake pressure sensor 64 is detected, is greater than a predetermined value. If the result of the determination is "Yes", if it is determined that the brake pressure is greater than the predetermined value, and accordingly the vehicle is decelerated by the driver depressing the brake pedal, the control flow goes to step S116. When the result of the determination is "No", namely, when it is determined that the brake pressure is less than or equal to the predetermined value, the control flow goes to step S130.

At step S116, it is determined whether the road surface pitch is greater than a predetermined value. In particular, it is determined whether the road surface pitch, which by means of the inclination sensor 65 is detected, is greater than a predetermined value. If the result of the determination is "Yes", namely, if it is determined that the road surface slope is greater than the predetermined value, the control flow goes to step S118. When the result of the determination is "No", namely, when it is determined that the road surface pitch is less than or equal to the predetermined value, the control flow goes to step S130.

At step S118, it is determined whether an antilock system is deactivated. If the result of this determination is "yes", if determined if the anti-lock brake system is deactivated, the control flow goes to step S120. If the result of this determination is "No", namely, if it is determined that the antiskid system is activated, the control flow goes to step S130.

At step S120, it is determined whether a slip ratio control is inactive. When the result of the determination is "Yes", namely, when it is determined that the slip ratio control is inactive, the control flow S122 proceeds. If the result of the determination is "No", namely, if it is determined that the slip ratio control is active, the control flow goes to step S130.

At step S122, it is determined whether the transmission shift lever is in areas except the N and P ranges. If the result of the determination is "Yes", namely, if it is determined that the transmission shift lever is in areas except the N and P ranges, the control flow goes to step S124. If the result of the determination is "No", namely, if it is determined that the transmission shift lever is in the P or N range, the control flow goes to step S130.

At step S124, a timer is counted up. Subsequently, the control flow goes to step S126.

At step S126, it is determined whether the timer value is greater than or equal to a predetermined value. When the result of the determination is "Yes", when it is determined that the timer value is greater than or equal to the predetermined value, the control flow goes to step S128. If the result of the determination is "No", namely, if it is determined that the timer value is smaller than the predetermined value, the control flow goes back to step S110.

At step S128, a flag is set to "1". The control flow then returns from this routine.

In step S130, the timer is reset. The control flow then returns to step S110.

As can be seen above, in the uphill deceleration determination, if it is determined continuously over a predetermined period of time that the accelerator pedal is "OFF" and the vehicle speed is less than the predetermined value, and the vehicle is decelerated by the driver suspending the vehicle Operates the brake pedal and the road surface slope is greater than the predetermined value and the anti-lock brake system is deactivated and the slip ratio control is inactive and the transmission shift lever in areas except the N and P ranges, the vehicle ECU 80 in that the vehicle is delayed on a climb.

The following describes the uphill deceleration enforced gait reset control.

As in 11 is shown, in step S210, it is determined whether the flag which is in 10 is set to "1" in step S128, "1". In other words, it is determined whether it has been determined in the uphill deceleration determination that the vehicle is being decelerated on the ascent. If the result of the determination is "Yes" and it is determined that the flag is "1", meaning that it has been determined in the uphill deceleration determination that the vehicle has been decelerated on the ascent, then Control flow to step S212. If the result of the determination is "No", namely, if it is determined that the flag is not "1", which means that in the uphill deceleration determination, it has not been determined that the vehicle is being decelerated on the ascent, then Control flow back from this routine.

At step S212, it is determined whether the transmission shift lever is in the D range. If the result of the determination is "Yes", namely, if it is determined that the transmission shift lever is in the D range, the control flow goes to step S214. If the result of the determination is "No", namely, if it is determined that the transmission shift lever is not in the D range but in the manual range, for example, the control flow returns from this routine to give priority to the driver's gear shift operations.

At step S214, it is determined whether the engine 25 okay. If the result of the determination is "Yes", when it is determined that the engine 25 is OK, the control flow goes to step S216. If the result of the determination is "No", and it is determined that the engine 25 is not OK, the control flow returns from this routine.

At step S216, it is determined whether or not a first predetermined gear (for example, the second gear) is lower or equal to a starting gear. If the result of the determination is "Yes", namely, if it is determined that the starting gear is the first predetermined gear or lower, the control flow goes to step S218. If the result of the determination is "No", namely, if it is determined that the starting gear is higher than the first predetermined gear, the control flow returns from this routine. The "starting gear" corresponds to a gear to be selected in the parked vehicle. The starting gear depends on the road surface gradient and the vehicle weight including the cargo weight and is determined by means of a map or other previously stored. In the present embodiment, the starting gear is selected by way of example from the first to third gears.

At step S218, it is determined whether or not the travel to be selected corresponds to a second predetermined gear (for example, second gear) or lower. The second predetermined gear is the highest gear that allows the downshifting forced gear-downshift control. If the result of the determination is "Yes", namely, if it is determined that the travel to be selected corresponds to the second predetermined gear or lower, the control flow goes to step S220. If the result of the determination is "No", namely, if it is determined that the travel to be selected is higher than the second predetermined gear, the control flow returns from this routine. The driving gear to be selected is determined according to a changing vehicle driving condition which is currently used in the vehicle drive. The travel to be determined depends on the accelerator pedal lowering and the vehicle speed and is determined by means of a map or other, pre-stored.

At step S220, it is determined whether or not the current even-numbered gear corresponds to a third predetermined gear (for example, fourth gear) or higher. When the result of the determination is "Yes", namely, when it is determined that the current even-numbered gear is the third predetermined gear or higher, the control flow goes to step S222. If the result of the determination is "No", namely, if it is determined that the current even-numbered gear is lower than the third predetermined gear, the control flow returns from this routine. The "current even-numbered gear" corresponds to an even-numbered gear that is currently set, namely a currently selected or preselected gear.

At step S222, it is determined whether or not an odd-numbered gear corresponds to a fourth predetermined gear (for example, fifth gear) or higher. When the result of this determination is "Yes", when it is determined that the current odd-numbered gear is the fourth predetermined gear or higher, the control flow goes to step S224. If the result of the determination is "No", namely, if it is determined that the current odd-numbered gear is lower than the fourth predetermined gear, the control flow returns from this routine. The "current odd-numbered gear" corresponds to an odd-numbered gear that is currently fixed, one currently selected or preselected.

At step S224, the flag is set to "2". The control flow then goes to step S226.

At step S226, the gear-downshift enforced by uphill deceleration is started. In particular, the first, second and third synchronization mechanisms 55 . 54 . 56 are activated to take a neutral (N) position to establish a state in which no gear is selected ("state in which no gear position is selected" in the claims). Subsequently, the first, second and third synchronization mechanisms 55 . 54 . 56 activated to take positions which cause the driving gear to be selected or a gear suitable for re-acceleration, which is selected. The control flow then returns from this routine.

It is now assumed that the upshift delay enforced gear-downshift control (uphill gearshift control) is performed when the vehicle traveling in the sixth gear (with a preselected fifth gear) is decelerated on the ascent, with the travel to be selected second gear is and the starting gear, determined as a function of the road surface slope and the vehicle weight including the cargo weight, is the first gear. Since the vehicle is decelerating on a climb, the flag is "1". When the gear selector lever is in the D range and the engine 25 is okay, the first, second and third synchronization mechanisms 55 . 54 . 56 is activated to take a neutral (N) position to establish a state in which no gear is selected or preselected since the starting gear is the first gear and, accordingly, lower than the first predetermined gear (second gear in the present example) The driving gear to be selected is the second gear and, accordingly, the second predetermined gear (second gear in the present example), the current even gear is the sixth gear and, accordingly, higher than the third predetermined gear (fourth gear in the present example) and the current odd-numbered gear is the fifth gear and therefore equal to the fourth preset gear (fifth gear in this example). Subsequently, the third synchronization mechanism 56 activated to perform a shift to the selected driving gear, namely the second gear.

In the following, the low-gear-drive (transmission-protection) control enforced by up-hill delay will be described. This control is performed during the Delay forced gear downshift performed.

At step S310, as in FIG 12 shown determines whether the flag is "2". Specifically, it is determined whether the upshift-delay enforced gear-downshift control is performed. When the result of this determination is "Yes", when it is determined that the flag is "2", which means that the uphill deceleration enforced gear-downshift control is performed, the control flow goes to step S312. If the result of the determination is "No", namely, if it is determined that the flag is not "2", which means that the up-down deceleration enforced gear-downshift control is not performed, the control flow returns therefrom Routine back.

At step S312, it is determined whether the travel to be selected corresponds to a gear other than neutral (N). If the result of the determination is "Yes", namely, if it is determined that the travel to be selected is a gear other than neutral (N), the control flow goes to step S314. If the result of the determination is "No", namely, if it is determined that the travel to be selected is neutral (N), the routine is ended.

At step S314, it is determined whether the travel to be selected corresponds to a gear other than the current even-numbered gear (namely, the current odd-numbered gear). If the result of this determination is "Yes", namely, if it is determined that the travel to be selected corresponds to a gear other than the current even gear, the control flow goes to step S316. If the result of this determination is "No", namely, if it is determined that the travel to be selected is the current even-numbered gear, the routine is terminated.

At step S316, it is determined whether the even-numbered gear to be preselected corresponds to a fifth predetermined gear (for example, the second gear). If the result of the determination is "Yes", namely, if it is determined that the even-numbered gear to be preselected corresponds to the fifth predetermined gear, the control flow goes to step S318. If the result of the determination is "No", namely, if it is determined that the even-numbered gear to be preselected is not the fifth predetermined gear, the routine is terminated.

At step S318, it is determined whether the current even-numbered gear corresponds to the fifth predetermined gear (second speed in the present example). Specifically, it is determined whether an even-gear advance has been performed so that the fifth predetermined gear is currently selected. When the result of the determination is "Yes", namely, when it is determined that the current even-numbered gear is the fifth predetermined gear, the control flow goes to step S320. If the result of the determination is "No", namely, if it is determined that the current even-numbered gear does not correspond to the fifth predetermined gear, the routine is ended.

At step S320, a low-gear ride enforced by up-hill delay is started. In particular, the engine 25 driven to generate power to the drive wheels on the power of the engine 25 to turn. Then the routine is ended.

It is now assumed that the low-speed driving control enforced by the uphill deceleration is performed when the vehicle traveling in the sixth gear (with the preselected fifth gear) is decelerated on an ascent, with the driving gear to be selected being the first gear (second gear position, the gear to be selected is the second gear), and the starting gear, determined as a function of the road surface slope and the vehicle weight including the load weight, is the first gear. Under the downhill forced downshift control, when it is determined that the selected gear is not neutral (N) and the gear to be selected corresponds to a gear other than the current even gear (the current odd gear) and the even-numbered gear to be selected is the fifth predetermined gear (for example, the second gear), only the third synchronization mechanism becomes 56 (first shift unit) is activated to cause second gear (first gear position) to be selected. Then, when it is determined that the current even-numbered gear is the fifth predetermined gear (the second gear in the present example), the engine becomes 25 driven to generate power to the drive wheels on the power of the engine 25 to rotate. Under the downshift-enforced downshift control then becomes the second synchronization mechanism 54 activated to cause the selected driving gear, namely first gear (second gear position) to be selected.

As apparent from the above, when the vehicle is decelerated and then accelerated again, for example, in the uphill deceleration determination procedure, the vehicle gearshift control device according to the present invention determines that the vehicle is on an ascent is delayed. In the uphill deceleration determination procedure, if it is determined that the vehicle is on a Rise is delayed when the gear for re-acceleration is appropriate, namely the gear to be selected lower than or equal to the second predetermined gear (for example, the second gear) and the current even-numbered gear higher than or equal to the fourth predetermined gear (for example, fourth gear ) and the current odd-numbered gear is the fourth predetermined gear (for example, the fifth gear) or higher, the gear shift control device starts gear-downshifting enforced by uphill deceleration. In particular, the gear shift control device first activates the first, second and third synchronization mechanisms 55 . 54 . 56 to take a neutral (N) position and establish a state in which no gear is selected, and then activate the first, second and third synchronization mechanisms 55 . 54 . 56 in order to take positions which bring about a suitable gear for re-acceleration or a driving course to be selected, which is selected. Under the upshift delay enforced gear-downshift control, when it is determined that the gear to be selected is not neutral (N) and the gear to be selected is a gear other than the current even-numbered gear (corresponding to an odd-numbered gear) and the one to be preselected even-numbered gear is the fifth predetermined gear (for example, the second gear), the gearshift control device performs a low-speed travel (transmission protection control) enforced by uphill deceleration. Specifically, when it is determined that the current even-numbered gear is the fifth predetermined gear (for example, the second gear), the gearshift control device controls the engine 25 so that this power generates to the drive wheels on the power of the engine 25 to turn.

Although the transmission 30 is intended for constructive reasons to perform a step-by-step gearshift, when the vehicle is decelerated on an ascent and then accelerated again, a state in which no gear is selected, prepared, and then a suitable gear to Re-acceleration selected. Accordingly, when the vehicle is running on a climb in a high-speed gear (for example, sixth gear), it is delayed and then accelerated again, and the gear (the gear to be selected) suitable for re-acceleration is, for example, the second gear, not required. in that a sequential step-by-step downshift is made to the drive to be selected.

This allows for quick shifting into the driving gear to be selected and, accordingly, prevents the vehicle from moving back when it is decelerated on an ascent and then accelerated again.

If the transmission 30 is formed such that the first gear by activating more than one synchronization mechanism, in particular the second and third synchronization mechanisms 54 . 56 is selected, and the second gear, which is higher than the first gear by activating only the third synchronization mechanism 56 is selected, for example, when the first gear is a gear selected for re-acceleration and the second gear is first activated by the third synchronization mechanism 56 is selected and after the second gear is selected, the engine 25 driven to generate power and to cause the drive wheels to match the performance of the engine 25 to turn, under the forced uphill deceleration low-gear-drive control (transmission protection control). Then, under the downhill forced downshift control (uphill downshift gearshift control), shifting to the first speed is performed.

As mentioned above, the engine becomes 25 after the second gear by activating the third synchronization mechanism 56 is selected, driven to produce power to make the drive wheels, with the power of the engine 25 to rotate. This prevents the vehicle from moving backward before shifting to the gear or gear to be selected.

Further, the shift first prevents the second gear by activating the third synchronization mechanism 56 and then switching to first gear by activating the second synchronization mechanism 54 in that the second and third synchronization mechanisms 54 . 56 at the same time a torque which, for example, from the tires over the axle to the transmission 30 and an inertia moment of the inner clutch and the first-speed components, namely the inner input shaft 32 , the inner clutch drive gear 41 , the inner clutch output gear 42 , the outer countershaft 33 and others each rotating due to inertia.

Accordingly, the second and third synchronization mechanisms become 54 . 56 protected from harm.

In the above, an embodiment of the present invention has been described. However, the present invention is not limited to the described embodiment.

For example, in the described embodiment, in the step S320, in the uphill deceleration enforced low-speed running control, the engine becomes 25 driven to produce power to make the drive wheels with the power of the engine 25 to rotate. However, it is not necessary that the present invention be so designed; it can be designed such that the outer coupling 21 simultaneously with the engine 25 is actuated, which is controlled to allow the drive wheels with the power from the engine 10 rotate. This reliably prevents the vehicle from moving backwards, even when the engine's power 25 not enough.

Although the transmission 30 in the described embodiment has first to sixth and reverse gears, the transmission could also have a greater or lesser number of gears. In the transmission with the larger number of gears, the gear shift time reduction effect provided by the present invention is even more significant.

The present invention is intended to be used in hybrid vehicles with a motor 10 and a motor 25 to be used as sources of power. However, the present invention is not limited to this application but can also be used in vehicles with a motor 10 be used as a single power source. In such applications, step S320 is modified in the low-gear-ride control enforced by up-hill delay such that instead of the engine 25 is controlled, the outer clutch 21 is actuated to cause the drive wheels, with the power of the engine 10 to rotate to prevent the vehicle from moving backwards.

LIST OF REFERENCE NUMBERS

10

Engine (internal combustion engine)

21

External coupling (coupling)

22

Inner clutch (clutch)

25

Engine (electric motor)

30

Mechanical automatic transmission

31

External input shaft (input shaft)

32

Inner input shaft (input shaft)

33

External countershaft

34

Inner countershaft (secondary shaft)

35

output shaft

54

Second synchronization mechanism (switching unit)

55

First synchronization mechanism (switching unit)

56

Third synchronization mechanism (switching unit)

64

Brake pressure sensor (driving condition detection unit)

65

Tilt sensor (road surface detection unit)

66

Vehicle load sensor (driving condition detection unit)

80

Vehicle ECU (gear shift control unit)

90

Engine-ECU (electric motor control unit)

Claims (3)

A gear shift control device for a vehicle, comprising a speed change unit ( 30 ), comprising two input shafts ( 31 . 32 ), to which power of an internal combustion engine ( 10 ), which is mounted as a power source on the vehicle is transmitted, each input shaft ( 31 . 32 ) with a coupling ( 21 . 22 ), which is a power transmission from the internal combustion engine ( 10 ) to the input shaft ( 31 . 32 ) permits or interrupts secondary waves ( 33 . 34 ) parallel to the input shafts ( 31 . 32 ), gears ( 40 . 41 . 42 . 43 . 44 . 45 . 46 . 47 ), which on the two input shafts ( 31 . 32 ) and the secondary waves ( 33 . 34 ) are arranged to provide more than one gear position, and more than one switching unit ( 54 . 55 . 56 ) for changing the engagement between the gears ( 40 . 41 . 42 . 43 . 44 . 45 . 46 . 47 ), wherein the speed change units ( 30 ) are adapted to perform a shift to an optimal gear position by shifting up or down from one gear position to the next, step by step, by activating the switching units ( 54 . 55 . 56 ), so that power from the internal combustion engine ( 10 ) from an output shaft ( 35 ) is provided at a desired speed-torque ratio; a gear shift control unit ( 80 ), which the couplings ( 21 . 22 ), which are connected to the respective input shafts ( 31 . 32 ) and the switching units ( 54 . 55 . 56 ), a road surface detection unit ( 65 ) which detects a state of a road surface on which the vehicle is traveling, and a driving state detection unit ( 64 ) which detects a running state of the vehicle, wherein when it is determined that the vehicle is being decelerated on an ascent and then being accelerated again, information from the road surface detecting unit (FIG. 65 ) and the driving state detection unit ( 64 ), the gear shift control unit ( 80 ) performs an up-shift control to establish a state in which no gear position is selected and then to shift to a gear position suitable for re-acceleration. The gear shift control apparatus according to claim 1, wherein said gear positions include a first gear position, which by activating only a first of the switching units ( 54 . 55 . 56 ) and a second gear position, which connects in turn to said first gear position and which by activating more than one of the switching units ( 54 . 55 . 56 ) including said first switching unit ( 54 ), and if it is determined that said second gear position is suitable for re-acceleration, the gear shift control unit (14) is selected 80 ) performs a transmission protection control to first switch to said first gear position and then to shift to said second gear position. The gear shift control apparatus according to claim 1 or 2, wherein the vehicle is a hybrid vehicle having an electric motor ( 25 ), which serves as a power source at a first of the two input shafts ( 31 . 32 ) and is configured such that power from at least one of the internal combustion engines ( 10 ) or the electric motor ( 25 ) via the speed change unit ( 30 ) to the output shaft ( 35 ), and wherein the gear positions are grouped into a first group of gear positions, each of which together with the said first input shaft ( 31 ) and consequently power from the electric motor ( 25 ) on the output shaft ( 35 ), and a second group of gear positions, each of which together with the other input shaft ( 32 ) and power from the electric motor ( 25 ) on the output shaft ( 35 ), wherein the gear shift control device further comprises an electric motor control unit ( 90 ), which controls the operation of the electric motor ( 25 ), and after switching to a gear position belonging to the first group, the electric motor control unit controls ( 90 ) the electric motor ( 25 ) to generate torque.

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